york central traffic analysis emerging findings...• junction models – assesses junction capacity...
TRANSCRIPT
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York Central Traffic Analysis – Emerging Findings
Movement Workshop 18th July 2017
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Transport Modelling - Approach
Approach
• Strategic models – assesses city wide & Strategic Road Network impacts
• Junction models – assesses junction capacity & mitigation options
• Microsimulation models – assesses local network performance
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Strategic Modelling
• CYC’s strategic model has been
used
• Considered traffic in 2033
• Included all approved developments
plus Local Plan growth
• Outer ring road improvements are
included (dualling is not)
• A “max development” scenario for
York Central has been used:
– 2,500 residential units
– 89,000 sqm office
– 400 room hotel
• 3 highway configurations
considered
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Highway configuration – Option 1 Two-way traffic under Marble Arch (existing situation)
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Highway configuration – Option 2 (Proposed) Shuttle running with traffic signals – pedestrian & cycle improvements
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Highway configuration – Option 3 Bus Gate at Marble Arch
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Traffic Flow Difference (AM)
Strategic Model Output York Central vs Do Minimum
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Strategic Model Output City Wide Level
Traffic Flow Difference Plots - (AM Peak) - Option 2
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Saturn Modelling Summary
Option Network Delay
(PCUhrs)
Network Travel
Time (PCUhrs)
No. of Junctions
Impacted
Local Highway
Impact
Access Road /
Marble Arch
Flows
Option 1
(two lanes under Marble
Arch – no controls)
AM 691 11314 8 Medium Medium
PM 733 12534 3 Medium Medium
Option 2
(one-way shuttle working
at Marble Arch - signals)
AM 692 11328 8 Medium Medium
PM 735 12555 3 Medium Medium
Option 3
(bus gate at Marble Arch)
AM 726 11509 16 High Low
PM 758 12702 14 High Low
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Saturn Output – Traffic Flows on Key Routes
Option Water End (E) A19 Clifton A59 Poppleton
Rd (@Acomb Rd)
Salisbury
Terrace (SB)
ORR – A64@
Copmanthorpe
Option 1
(two lanes under
Marble Arch – no
controls)
AM +99 -3 +82 -110 +26
PM -97 -6 +9 +19 -3
Option 2
(one-way shuttle
working at Marble Arch
- signals)
AM +115 +1 +102 -122 +31
PM -101 +9 +53 +2 +11
Option 3
(bus gate at Marble
Arch)
AM +303 +138 +271 +83 +164
PM -14 98 +263 +138 +112
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Saturn Output – Traffic flows within York Central
Option Access Road @Marble Arch
Option 1
(two lanes under Marble
Arch – no controls)
AM 1090 980
PM 1116 940
Option 2
(one-way shuttle working
at Marble Arch - signals)
AM 1047 900
PM 1046 825
Option 3
(bus gate at Marble Arch)
AM 733 52
PM 785 51
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Findings
• Some additional queuing and delay is caused, but this is to be expected of a
scheme of this size.
• There are minor differences between Options 1 & 2 at strategic level
• Option 2 provides significant benefits for pedestrians & cyclists at Marble Arch
• Impacts of Option 3 on highway network are more significant than Options 1 & 2
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Junctions for potential mitigation where:
• Flow difference > 50 additional vehicle movements per hour; and
• Junction Capacity > 80%
Option 1 & 2
Junctions Impacted
Option 3
Option 3
9 junctions identified 21 junctions identified
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Microsimulation modelling approach
• Based on flows generated from the Strategic [SATURN] model
• Peak hours are modelled - therefore, a “worst case” is shown
• Highway improvements at York Station Front are included
• Incorporates pedestrian and cycle flows
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Option 2 - AM
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Findings
• Vehicle queues on east side do not extent back / interfere with Lendal Gyratory
• Traffic flows between peak periods are lower, therefore queues will be shorter
• Pedestrians and cyclists are integrated within the movement network
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• Transport impacts of York Central will be reported in the Transport Assessment
which supports the planning application.
• The Transport Assessment will include the following:
• Description of the assessment process used, including future year scenarios
• Justification of the traffic flows generated by York Central
• Description of the modelling methods used to establish future traffic flows
• Modelling scenarios considered
• Strategic traffic model outputs
• Junction modelling outputs including proposed mitigation for impacted junctions
• Report of microsimulation findings
• Summary of impacts and mitigation proposals
• A Travel Plan will accompany the Planning Application. The Travel Plan will set
out a framework to encourage residents and workers at York Central to use
sustainable modes of transport.
Planning Application Documents
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Traffic Flow Difference (AM) Traffic Flow Difference (PM)
Strategic Model Output Option 1 vs Do Minimum
Reductions in traffic
through Livingstone
Terrace / Salisbury Terrace
Traffic displaced from Leeman
road (now diverted) to Cinder
Lane (new access road)
Key:
Decrease in traffic flow
Increase in traffic flow
“Do Minimum” = 2033 situation without York Central
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Traffic Flow Difference (PM)
Strategic Model Output York Central vs Do Minimum
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Traffic Flow Difference (AM) Traffic Flow Difference (PM)
Strategic Model Output Option 3 vs Do Minimum
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Traffic Flow Difference Plots
(AM Peak)
Option 1
Strategic Model Output City Wide Level
Option 2
Option 3
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Option 2 - PM